alsop



No.'6l8,972. Patented Feb. 7, I899.

6.8. ALSOP.

GAS ENGINE.

. (Application filed Apr. 29, 1898.)-

4 sheets-sheet 1.

(N9 Model.)

THE 'n'o'rims vnzas cduyuorauniol WASHINGTON a. c.

No. s|a,972. Patented Feb. 7, I899. k c. n. ALSDP. 4

GAS ENGINE.

(Application filed Apr. 29, 1898.) (No Model.) 4 Sheets-Shoat 3.

/73 I 52% 3. 67 74 f ly.

\Q; F i A 70 I I 8 55 v l 66 No. 6l8,'972. Patented Feb. 7, I899. C. R.ALSOP.

. GAS ENGINE.

(Appliationfiled Apr. 29, 1898.) (No Model.)

4 Sheets-Sheet 4.

n: m'mms rank on. PHOTO-LITHO UNITED STATES PATENT OFFICE.

CHARLES RICHARD ALSOP, OF MIDDLETOWN, OONNECTIOUT,'ASSIGNOR OF ONE-HALFTO GEORGE A. OOLES, OF SAME PLACE.

GAS-ENGINE.

SPECIFICATION formingpart of Letters Patent No. 618,972, dated February7, 1899.

Application filed April 29, 1898. Serial No. 679,208. (No model.)

To all whom it may concern:

Be it known that 1, CHARLES RICHARD AL- SOP, a citizen of the UnitedStates, residing at Middletown, in the county of Middlesex and State ofConnecticut, have invented a new and useful Gas-Engine, of which thefollowing is a specification.

This invention relates to improvements in gas-engines of that classwherein the explosive mixture or charge is produced by the union of gasor gasolene and atmospheric air designed to be compressed in the workingcylinder and exploded by the ignition of an electric spark.

One object of the invention is to provide means by which the spent orexhausted gaseous charge or mixture may be thoroughly eliminated througheach compression-cylinder after its energy shall have been expendedagainst the piston-head and prior to the ingress of a fresh explosivecharge, which end is attained by flushing the cylinder between suchintervals with fresh atmospheric air that is admitted automatically tothe compressioncylinder and controlled by the action of the engine.

A further object of the invention is to combine with the engine-shaftduplex air-forcin g devices, by which air is forced on both strokes ofthe air-pump piston into mixing and flushing tanks, respectively, saidflushing-tanks of the air-pumps being connected alternately with theopposite piston-cylinders of the engine, so that when the piston of oneair-pump moves in an outward direction the air is forced into themixing-tank for supply to the pistoncylinder devoted to the pump, and onthe reverse or in stroke of the air-pump piston air is forced into theflushing-tank for supply at the proper interval to the otherpistoncylinder.

. A further object of the invention is to provide a gas or gasolene pumpactuated by the engine-shaft or by connections therewith toautomatically force the gas or gasolene into themixing-tank, and suchpump is adapted to be regulated to vary the quantity of gas or gasolenesupplied to such mixing-tank, such regulation being effected while theengine is in motion.

A further object of the invention is to provide means by which thepiston-rod connection with the piston-head of each compressioncylindermay be lubricated to reduce the friction and wear on said parts.

With these ends in view my invention consists in the provision of meansby which each compression-cylinder is flushed with a charge ofatmospheric air following the exhaust of the exploded and spent chargeand prior to the admission of a fresh explosive charge to said cylinder,in an improved pump for forcing gas or gasolene into atmospheric airunder pressure to produce the explosive charge to be supplied to thecompression-cylinder, and in an improved means for lubricating the jointbetween the piston-head and the pistonrod.

The inventionfurther consists in the novel combination of elementsand inthe construction and arrangement of parts, which will be hereinafterfully described and claimed.

To enable others to understand the invention, I have illustrated thepreferred embodiment thereof in the accompanying drawings, forming apart of this specification, and in which- Figure 1 is a plan View of anexplosive-engine constructed in accordance with my invention. Fig. 2 isan elevation With parts on one side of the engine broken away and insection. Fig. 3 is a sectional elevation of one of the gas-pumps. Fig. 4is an enlarged end elevation of the outer end of the electricsparkigniter. Fig. 5 is a similar view of the 8 inner end of the saidelectric-spark igniter.

' Fig. 6 is a plan view of the parts represented by Figs. 4 and 5. Fig.7 is a longitudinal sectional view through the electric-spark igniter onthe plane indicated by the dotted lines 7 7 of Fig. 4. Fig. 8 is asimilar sectional view, but taken on the plane indicated by the dottedline 8 8 of Fig. 5. Fig. 9 is a detached detail view of the feed-ratchetby which the electric circuit is intermittently 5 closed and broken atthe proper intervals in the cycle or rotation of the engine. Fig. 10 isan elevation looking at one side of the engine.

Like numerals of reference denote like and I00 corresponding parts ineach of the several figures of the drawings.

1 designates the bed of the engine, and 2 is a vertical frame or standerected thereon. The engine-bed is of suitable dimensions to carry orsupport all of the operating parts of the improved engine, and it ismounted on a suitable base. (Not shown.) frame or stand 2 is erected onsaid bed and firmly bolted or otherwise secured thereto, and saidupright frame or stand carries the piston-cylinders of the'engine.

In the following description I will refer to two piston-cylinders andtheir cooperating parts, which constitute a duplex engine; but it willbe understood that I do not restrict myself to the employment of theparts in du-.

plicate, as I am aware that the number of elements may be increasedwithin the desired capacity or power of the engine without departingfrom the spirit of the invention.

The piston-cylinders of the duplex engine are indicated by the numerals3 and at, and they are arranged side by side in parallel relation uponthe frame or stand, to which they are secured in any suitable mannerpreferred by those skilled in the art. Each piston-cylinder 3 or 4 isopen at one end; but it is closed at the opposite end by a cylinder-head5, reference being had to Fig. 1 of the drawings. Each piston-cylinderis further provided, on the side thereof remote from the adjacent orcompanion cylinder,with the chambers 6 and 7, which are isolated orseparated one from the other by a dividing partition or wall 8. Thechamber 6 constitutes the valve-chamber adapted to receive the explosivecharge or mixture from a suitable pressure and mixing tank, presentlyreferred to, while the other chamber 7 constitutes the feed-chamber,into which the fresh charge of atmospheric air is admitted in theintervals between the admission of fresh charges of explosive mixture,and said feed-chamber is in communication with the chamber 6, so thatwhen the controlling or supply valve is opened the explosive charge fromthe chamber 6 is admitted to the chamber 7, from whence the explosivecharge passes into the compression or piston cylinder. The Valve andfeed chambers 0' '7 are suitably closed on their outer sides, and thevalvechamber (5 is closed at one end by a suitable stuffing-box (5,through which the valve-rod is adapted to pass; but the opposite end ofthe feed-chamber 7 is closed by the cylinder-head 5, which isconstructed and proportioned to fit properly to one piston-cylinder andthe feed-chamber 7. In the wall or partition 8 of each piston cylinderis formed a port 9,

adapted to establish communication between The upright the transversehorizontal engine-shaft 11, which is j ournaled in suitable bearings 12and 13 on the bed 1, and of these hearings the one designated as 13 isarranged between the bearings 12 to support the engine-shaft at itscenter and between the oppositely-disposed cranks thereof. Theengine-shaft is constructed to produce the cranks 14 and 15, which inthe duplex engine herein shown extend in diametrically oppositedirections from the axial line of the shaft 11.

In the compression or piston cylinders 3 4 are fitted suitablepiston-heads 16 17, respectively, and said piston-heads connect with thecranks 14 15 of the engine-shaft by means of the piston-rods 22 and 23,respectively. Each piston-rod is suitably attached at its outer end toone of the cranks of the shaft; but the inner end of the piston-rod isattached in a peculiar manner to the piston-head to reduce the frictionand wear on the joint between said rod and head. The piston-head propermay be constructed in any way preferred by those skilled in the art, andsaid pistonhead is provided in its side which faces toward the open endof the cylinder with a socket 18, of semispherical form, to receive theball-shaped head 24 on the piston-rod, said head being prevented fromaccidental separation by the attaching disk or plate 24. The piston-headis furthermore provided on its side which faces toward the cylinder-head5 with a cylindrical oil-cup 19, herein shown as made integral with thepiston-head, and the chamber of this oil-cup is adapted to deliver itscontents to the port 21, which conveys the lubricant to thesocket-and-ballshaped head of the piston-rod. The cylindrical oil-cup 19and its port 21 are in the plane of the axis of the piston-head, and theouter end of said oil-cup 19 is closed by a cap 20, which is removablysecured in place on the cup, so that access may be obtained to the cupfor the purpose of replenishing the supply of lubricant therein Wheneverdesired. To enable access to be obtained to the lubricant-cup of eachpiston-head, I provide the cylinder-head 5 with a port or opening 25,situated in line with the axis of the cylinder. Into this port oropening is adapted to be projected the oil-cup 19 of the piston-headwhen the latter is at the limit of its stroke in one direction. The port25 in the cylinder-head is closed under normal conditions of service ofthe engine by a cap 26, which is removably secured to the cylinder-headin a suitable way to obviate leakage or escape of the explosive charge;but when the cap is removed the attendant is enabled to obtain access tothe cap 20 for removing the same and recharging the cup 19 with a freshsupply of the lubricant.

The adjacent compression-cylinders discharge the exhaust to a commonexhaustchamber 29, situated between the contiguous sides of thecylinders 3 1 and adjacent to the open inner ends of said cylinders. Theexhaust-ports 27 28 are formed in the adjacent sides of thepiston-cylinders 3 4, near the ends thereof, so as to open into theexhaustchamber 29, and from said chamber leads the exhaust tube or pipe30, as will be seen by reference to Fig. 1. In my engine the pistons areof tubular form and of proper length to close the exhaust-ports duringthe major portion of the stroke of each piston, and as the pistons movein opposite directions simultaneously the exhaust-ports 27 28 in the twocylinders are opened alternately by the pistons as they complete theiroutward movements. Thus it will be seen that as one pis ton completesits outward stroke under the energy of the explosive charge or mixturethe port is open to permitthe spent or exhausted explosive charge toescape into the exhaust-chamber, while at the same interval the otherpiston is at the limit of its stroke in the opposite direction, so thaton the admission of a fresh charge of explosive mix ture this last-namedpiston will be impelled outwardly-by the energy of the fresh charge Whenexploded, whereby the pistons operate to drive the engine-shaftcontinuously in one direction.

In connection with the engine I employ a duplex air-pump which is drivenby direct connections with the engine-shaft and operates to charge airunder pressure in two sets of tanks, one set of tanks being combinedwith the cylinders of the duplex pump to receive the air under pressurefrom said cylinders during the outward strokes of the pumppistons, whilethe other set of tanks receive the air from the same pump-cylinders onthe inward strokes of the pistons thereof. One set of tanks constitutesthe mixing-tanks, because they have combined therewith certain devicesby which gas or gasolene may be intimately mixed with the air underpressure from the duplex pump; but the other set of tanks are chargedwith atmospheric air only for the purpose of supplying the flushingatmospheric charges to the compression or piston cylinders for thepurpose of forcing therefrom the exhausted and spent explosive chargessubsequent to the utilization of the energy of said charges and prior tothe admission of fresh explosive charges to said cylinders. The duplexpump herein shown in connection with a double-cylinder engine has a pairof cylinders 31 32, arranged in alinement with each other on oppositesides of the engine-shaft and suitably mounted on or attached to theengine-bed, and in said pump-cylinders operate suitable pistons, therods of which. are connected to a cross-head 33, the said pistons beingdriven by an eccentric or cam 34, attached or fastened on theengine-shaft at a point between the oppositely-disposed cranks 14 15thereof.

WVith the pump-cylinder 31 are combined a mixing-tank 35 and aflushing-tank 37. A similar mixing-tank 36 is combined with thepump-cylinder 32, and a flushing-tank 38 is also operatively connectedwith the pumpcylinder 32, so that on the outstroke of the piston in thecylinder 32 the air compressed thereby is forced into the mixing-tank36, while on the instroke of said pump-piston the air is discharged intothe flushing-tank 38, the same operation being true with respect to thetanks 35 and 37 0f the pump cylinder and piston 31. The mixing-tank 35of the pump-cylinder 31 discharges to a pipe 46, which leads to thevalve-chest 6 of the pistoncylinder 3, and between the mixing-tank 35and the pump-cylinder 31 is arranged a pipe 42, which is connected toone side of the pump-cylinder 31 and also to the mixingtank 35. Two setsof valves are combined with each pump-cylinder 31 and 32, and ofthesetwo sets of valves one set controls the ingress and egress of airto the pump-cyl inder on one stroke of the piston and the other set ofvalves controls in like manner the ingress and egress of air on theopposite stroke of its piston. The valves constituting one set for eachcylinder 31 or 32 are indicated at 40 and 41, while the valves of theother set are indicated at 44 and 45. Of the first-named set of valvesthe one designated as 40 controls the ingress of air to the pumpcylinderwhen the piston therein is on its back stroke, and the valve 41 permitsthe air admitted by the valve 40 to be forced from thecylinder on theforward or out stroke of the piston, the valve 41 discharging to thepipe 42, which leads to the mixing-tank of the cylinder. The other setof valves 44 and 45 communicate with the piston-cylinder at r theopposite end thereof, and the valve 44 permits the air to flow in to thecylinder when the piston is making its outstroke, while the valve 45insures the passage of air from the cylinder on the inward travel of thepiston therein. The valves 40 and 44 thus alternately admit air toopposite ends of the cylinder, and the valves 41 and 45 in like mannerdischarge air from opposite ends of the cylinder as the piston nears orcompletes its in and out strokes. As before indicated, the valve 41discharges the air from the cylinder to the pipe 42, which leads to themixing-tank, while the other outlet-valve 45 discharges through asuitable pipe 45 into one of the flushing-tanks 37 or 38.

Each pipe 42 between the pump-cylinder and the mixing-tank is providedwith a port '43, with which communicates a pipe or conoutwardly theinlet-valve on one side of the piston and the outlet-valve on the'opposite side of the piston are closed, while the outlet-valve 41 andthe inlet-valve 44 on opposite sides of said piston are open. The air inadvance of the piston on the outstroke thereof is forced through thevalve 41 into the mixing-tank, so as to draw in the gas or gasolenesupplied by the pump to said valve 41, while the air is admitted to thecylinder at the rear side of the piston therein. On the back or inwardstroke of the piston in each air-pump the inlet-valve 40 and theegress-valve 45 are opened on opposite sides of the piston, while theingress-valve 44 and the egress-valve 41 are closed, thus permit-' tingatmospheric air in rear of the piston to be forced through the valve 45into the flushing-tank to maintain air under pressure in said tanksufficient to expel the explosive charge from the compression-cylinder.The mixing and flushing tanks for each air-pump are so proportioned thata suitable atmospheric pressure is maintained in each tank at the end ofthe stroke in the air-pump cylinder, and the pressure in theflushing-tank is sufficient to insure complete and instantaneous removalof the expended explosive charge from the pressure-cylinder when thepiston therein passes the exhaust-port.

In the drawings I have shown the pressureeylinder 3, the air-pump 31,and the mixingtanks 35 37 on one side of the vertical axis of theengine, while the other pressure-cylinder 4, the air-pump 32, and thetanks 36 38 are on the opposite side of the engine; but this location orarrangement is immaterial, because the tanks and pumps may be placed inany position to suit the convenience of the user, so long as theconnections of the tanks to the air-pumps and the cylinders arepreserved. It is not essential to employ the two mixing-tanks, as asingle mixing-tank may be operatively connected with the pumps, but itis necessary to employ a separate air flushing arrangement for eachcylinder 3 and 4. In the preferred arrangement shown the airpump 31 andthe mixing-cylinder 35, to which air discharges, are connected by a pipe46 to the valve-chest 6 of the piston-cylinder 3 on one side of theengine, and in like manner the air-pump 32 is connected by the pipe 42to the mixing-tank 36, which in turn discharges through a pipe 47 to thecompression-cylinder 4. The flushing-tank 37 of the air-pump 31 doesnotdischarge to the compression-cylinder 3, however, nor does theflushing-tank 38 of the air-pump 32 discharge to thecompression-cylinder4; but, on the contrary, the flushing-tanks 37 and38 have cross-connections with the compression-cylinders on oppositesides of the vertical axis of the engine that is to say, theflushing-tank 37 of the airpump 31 on one side of the engine isconnected by a pipe 48 to the feed-chamber 7 of the compression-cylinder4 on the opposite side of the engine, and in like manner theflushing-tank 38, supplied by the air-pump 32, is connected by a pipe 50to the feedchamber 7 of the compression-cylinder 3 on the opposite sideof the engine from the airpump which supplies atmospheric air underpressure to said flushing-tank 38. Each of the pipes 48 and 50, leadingfrom the flushing-tanks to the compression-cylinders, is provided withan automatic check-valve 49 and 51, respectively, and these check-valvesare controlled by springs or other suitable de vices, so as to resistthe pressure of air in the tanks 37 and 38 until the pistons in thecompression-cylinders shall have moved to a position with relation tothe exhaust-ports 27 and 28 to expose more or less of the latter andopen, the compression-cylinders 3 4 to communication with theexhaust-chamber 29, at which time the pressure in the tanks 37 and 38will have reached a point to open the check-valves and admit theflushing charge of atmospheric air to the compression-cylinders, itbeing understood that these valves 49 and 51 act alternately and insynchronism with the play of the pistons 16 17 in thecompression-cylinders 3 4. When the piston 17 in thecompression-cylinder 4 is moved toward the open end of the said cylinder4, the piston in the air-pump cylinder 31 is making its inward stroke toforce the air to the valve 44 and into the flushing-tank 37, from whencethe air passes through the pipe 48 to the compression-cylinder 4, and bythe time that the piston 17 reaches a position where the exhaust-port 28is slightly exposed the pressure in the tank 37 reaches a point where itovercomes the check-valve 49 and the charge of compressed flushing-airrushes into the cylinder 4 to expel the spent or exhausted explosivecharge therein into and through the port 28 and exhaust-chamber 29. Atthe same time the piston 16in the compression-cylinder 3 is making itsinstroke and the piston in the air-pump 32 is making its outstroke tocharge the air into the mixing-tank 36; but on the return or out strokeof the piston 16 in the pressure-cylinder 3 the piston in the air-pump32 is making its instroke, so as to force air into the flushing-tank 38,from whence it passes into the pipe 50, overcoming the resistance of thecheck-valve 51 and admitting the air under pressure into thecompression-cylinder 3 to in like manner expel the explosive charge offuel from the compression-cylinder 3 when the piston 16 therein reachesa point to open the exhaust-port 27. It will be observed that theflushing-tanks are alternately charged with air on the instrokes of ,thepistons in the respective air pumps or cylinders and that saidflushing-tanks alternately are brought into service to admit freshcharges of air under pressure to the compression-cylinders, theadmission of such flushing charges being controlled automatically by thecheckvalves 49 and 51 to the compression-cylinders on the outwardstrokes of the pistons therein.

which operates the pump-plunger 65.

In connection with my engine I employ automatic pumps 53 54 to forcefuel, such as gas or gasolene, to the valves 41 betweenthe air-pumpcylinders and the mixing-tanks, and these fuel-forcing pumps areoperatively connected with the engine-shaft either directly orindirectly to operate in conjunction with the other working parts of theengine. The fuel-pumps are represented by Figs. 2 and 3 of the drawings,and by reference to Fig. 2 it will be seen that said pumps are situated011 opposite sides of the axial line of the engine-shaft. Saidengine-shaft carries a cam or eccentric 55, which actuates a yoke 56,which is common to two pump-rods 57, the latter leading in oppositedirections from the engine-shaft and both being actuated by the singleeccentric 55. Said pump-rods 57 are connected with bell-crank leverswhich actuate the pump-plungers, and as all these fuel-pumps areidentical in-construction and operation adescription of the one willanswer equally for the other. Each fuel-pump has a box or casing 58, andbetween the inlet and outlet 60 and 61, respectively, is arranged apassage 59, the inlet to the pumpcasing being provided with acheck-valve 62 and the outlet having a check-valve 63. From the casingor box 58 of the fuel-pump rises a cylinder 64, which communicates atits lower end-with a passage 59, that leads from the inlet 60, and whichcylinder communicates with the outlet 61. Rising vertically from theboxing or casing and adjacent to the cylinder 64 of the pump is a stand66, to the upper end of which is fulcrumed, as at 68, the bell-cranklever 67, The bell-crank lever is fulcrumed at the juncture of its armsto the stand 66, and to the extremity of one lever-arm is pivoted a link69, the other end of which is in like manner connected to thepump-plunger 65. The other arm of this bell-crank lever is provided witha longitudinal slot 70, in which is slidably fitted an adjustable block71, that has a wristpin 72, to which is connected one of the pump rods57, actuated from the cam 55 on the engine-shaft. The block 71 isadjustable longitudinally in the slotted arm of the hellcrank lever bymeans of an adj usting-screw 73, which is journaled in a suitableopening in the lever 67 and has threaded engagement with said block 71,and on this adjustingscrew is fitted a check-nut 74, adapted to bearagainst the lever to hold the adj IISlZlHg-SOIGW from movement under thevibration of the engine when it is in service. It will be seen that thescrew 73 may be rotated to adjust the block 71 toward and from thefulcrum of the lever 67, so as to vary the movement or play of thelever, and consequently change the stroke of the pump-plunger, and thisadjustment may be effected when the engine is in motion, so that it isnot necessary to stop the engine in order to regulate the stroke of thef uel-pump.

compression-cylinder; but it will be understood that no claim is made inthe present application for the particular type of sparker or igniter,because I reserve the right to file a separate application therefor. Assaid sparking devices for the two cylinders 3 and4 are the same inconstruction, I do not deem it necessary to describe in detail and byseparate reference characters the independent parts of the two sparkingdevices which are represented at 75 and 76 in the drawings, the sparking device 75 being in operative relation to the compression-cylinder 3and the other to the compression-cylinder 4. By reference to Figs. 4 to9, inclusive, it will be seen that Ihave shown one of the sparkingdevices very fully and in-detail, and in Figs. 1 and 2 the relation ofthe sparking devices to the feedchambers 7 of the compression-cylinders3 4 is represented. Each sparking device has a plug 77, which is fittedto the outside wall of the feed-chamber 7, which discharges to thecompression-cylinder. The plug 77 is of cylindrical form to properly andtightly fit in a suitable hole provided in the outside wall of saidfeed-chamber 7, and at its outer edge said plug is provided withextended lugs 78, which bear against the outer face of the feed-chamberwall, so that the plug 77 may be rigidly fastened to said chamber. Theselugs 78 are provided with short segmental slots 79, through which arepassed the bolts 80, that serve to rigidly secure the plug to thefeed-chamber wall in a manner to permit of a limited adjustment of theentire igniter with relation to the chamber for the purpose of varyingthe interval between the production of the sparks. This plug 77 isprovided with a central opening or passage 81, in which is fitted abushing 82, the front end of which is chambered or recessed to providethe recess 85, thus forming a sleeve 83 that serves as the journal forthe eccentric 88, and the inner end of this sleeve 83 projects beyondthe in ner face of the plug 77 to receive a nut 84, that binds againstthe plug and serves to rigidly hold the bushing in fixed relation to theplug. In the longitudinal recess 85 of the bushing are fitted the"locking-stems 86, that engage with the feed-ratchet, presentlydescribed, and serve to hold the latter against rotation in reversedirection to that in which said feed-ratchet is designed to be driven,and these locking-stems are normally pressed into engagement with theratchet by means of the coiled springs 87, which are seated at the innerend of the recess 85 and bear against the heels of the locking-stems 86.The eccentric 88 is provided with a hub or sleeve 89, that is fitted torotate freely on the sleeve 83 of the fixed bushing, and said eccentric88 is provided with a wrist-pin 118, presently referred to, and servingas the means bywhich' the eccentric-rod from the engine-shaftisconnected to the eccentric 88 to oscillate or rock the latter.Theface-disk of the eccentric 88 is formed with a central annular recess90 and with a radial opening 91, and in the annular central recess isfitted the feed-ratchet 92, a detailed view of which is represented byFig. 9. The feed-ratchet is carried by a shaft 95, which extends throughthe eccentric-disk 88 and the bushing 82 to have its inner endterminate. in the feed-chamber 7 of the engine and beyond the nut 84:,which clamps the bushing to the plug, said shaft extending entirelythrough the plug, bushing, and eccentric-disk. The outer end of theshaft 95 carries a collar 96, which is suitably fixed thereto at a pointoutside of the feed-ratchet 92, and the shaft 95 is provided near itsinner end with a flared shoulder 97, that has a suitable bearing in acorresponding flared part at the inner extremity of the bushing 82, thusseating the shaft in the bushing in a way to obviate leakage of thefluid under pressure from the feed-chamber. To the inner extremity ofthe shaft 95 is rigidly secured a wheel or disk 98, provided with aseries of spaced teeth 99, (represented by Fig. 5 of the draw ings,) andas the feed-ratchet 92 is secured to the shaft 95 near its outer end itwill be seen that said shaft is provided with two disks or wheelspractically at the respective ends thereof. The feed-ratchet 92 isprovided on its peripheral edge with a series of teeth 93, and on theinner face of the ratchet, which is presented to the locking-stems 86,said feed ratchet 92 is provided with a series of stopteeth 94, whichare preferably countersunk in the face of the ratchet 92 and areinclined in the same direction as the teeth 93, which extend from theedge or periphery of the ratchet. The stop-teeth 94.- and thelockingstems 86, which engage therewith, restrain the ratchet frommovement in one direction;

but the teeth 94: are adapted to slip past the stems 86 and permit theratchet to rotate in the opposite direction under the influence or pullof the feed-pawl 100, which is fitted in the radial opening 91 of theeccentric-disk S8. The inner end of this feed-pawl 100, which is movableradially in the disk 88, engages with one of a series of teeth 9t on theedge of the feed-ratchet 92, and said pawl is normally pressed intoengagement with said ratchet by a flat pressure-spring 101, which iscurved to lie partially around the edge of the disk 88 to occupy acompact position thereon, one end of said spring 101 being suitablyattached to the disk, while the free end of the spring bears against oris connected to the radially-movable feed-pawl 100.

In the fixed plug 77, at one side of the bushing 82 therein, is securedanother bushing or sleeve 103, which is insulated from metallic orelectric connection with the plug 77 by a suitable insulation 104:, thatextends entirely through the plug 77 and serves to wholly and completelyinsulate a rocking spindle 102 from electric connection with the plug 77or any other of the parts thereof. The bushing 103 is provided at itsouter end with a head or flange that abuts against the insulation 10 1,and at its inner end said bushing 103 receives a clamp n ut 105, that isscrewed on the bushing and bears against an insulated washer 105,interposed between the nut and the illner extremity of the insulation104. The rocking spindle 102 is journaled to rotate freely in themetallic bearing provided by the bushing 103, and at its inner end saidrocking spindle 102 is provided with a screw which passes-through thespindle 102, one end of the screw protruding at 106 beyond the side ofthe spindle, while the other end of the screw extends beyond the otherside of the spindle, so as to form a finger 107, which serves as oneterminal of the electric circuit by which the energy to produce theelectric spark is supplied to the engine, said finger 107 being carriedby the inner terminal of the spindle 102 at a point beyond the nut 105,and thus said contact-point is arranged in the feed-chamber 7 of one ofthe compressioncylinders. The screw 106 may be adjusted to compensatefor wear that takes place on the terminal finger 107. The finger 107proj ects into the space between the teeth 99 on the toothed feed-wheel98 of the shaft 95; butnormally the contact-finger 107 is free from theteeth 99, so that it lies in the spaces or intervals between the teeth.The feed-wheel being in electrical connection with the engine, whichforms one terminal of the electric circuit, said feed-wheel presents acircuit-terminal in the path of the other circuit-terminal 107, and ithas a number of points formed by the teeth 99, with which the finger orterminal 107 is adapted to engage successively. The movement of thespindle 102 in one direction is limited by a stop-pin 110 on saidspindle engaging with a fixed stop 111, attached to a suitable supportwithin the feed-chamber 7. Around the rocking spindle 102 and at theouter end thereof is arranged a coiled retracting-spring 112, one end ofwhich is attached to said spindle and the other end is attached to theinsulated bushing 103, and this coiled spring 112 is arranged tonormally hold the rocking spindle in a position where its stoppin 110engages with the fixed stop 11, at which position the contact-finger 107of said spindle is free from engagement with the teeth of the terminaldisk 98. The wiper-spindle 113 is journaled to rock or turn in the plug77 at a point below the rocking spindle 102 and in substantially thesame vertical plane as said spindle 102, the two spindles 102 and 113being arranged at one side of the vertical plane of the shaft 95. Thewiper-spindle 113 is provided with a wiper-arm 115, that projectsoutwardly from the spindle and within the feed-chamber 7, the freeextremity of said wiper-arm lying in contact with one of the teeth 99 onthe disk 98 to wipe the points of the teeth 99 and keep the latter freefrom any accumulations of dirt or sediment, and thus maintain the teethin a clean condition to form good electric contact with the terminalfinger 107. The wiper-spindle is sustained yield ably in position by acoiled torsion-spri n g 114, which is fitted around the spindle 113 andhas one end suitably attached thereto, the other end of said springbeing suitably attached to the plug 77. The wiper-spindle and its armare held in proper position by the spring, so as to yield to the passageof the teeth on the disk 98, and thus the teeth of the disk arepresented successively to the wiper-arm as the/disk rotates, so as tokeep all the teeth in a clean condition. The spindle 102 is held by itsspring to maintain the finger 107 between two teeth of the disk 98, thusopening the electric circuit, and the spindle 102 is adapted to beturned by the feedpawl and the disk 88 when the latter is rocked orturned in one direction to move said feedpawl 100 and the ratchet 92 inthe same direction, the movement of the ratchet serving to rock or turnthe shaft 95 and the circuitterminal wheel 98 in a correspondingdirection. The eccentric-disk 88 is adapted to rock or vibrate back andforth under positive connections with the engine-shaft, and thefeed-pawl 100 and the feed-ratchet 92 constitute a mechanism forimparting a stepby-step feed to the shaft 95, whereby as the eccentric-disk isoscillated the feed-shaft is rotated continuously in one directionbecause the rocking stems 86 restrain the feed-ratchet 92 from movementin a backward direction with the eccentric-disk, while the stop-teeth 94on said ratchet-disk are adapted to slip idly past the rocking stems 86when the feedratchet is turned by the feed-pawl100,which is carried bythe eccentric-disk, to engage with the teeth 93 on the edge of theratchetdisk successively. To the protruding end of the insulated rockingspindle 102 is attached one of the electric conductors 116, and theother electric conductor circuit 117 is attached at a suitable point onthe engine, said rocking spindle 102 being insulated from the engine bythe insulation 104.

On the valve-chamber 6 of each compression-cylinder is a bearing 120,that receives a rock-shaft 119, from which extends a link 121, that isconnected to the wrist-pin 118 of the rocking eccentric 88, forming apart of the spark-igniter. To the rock-shaft 119 is also connected aneccentric-rod 122, that extends to an eccentric or cam 123, which isfitted loosely on the engine-shaft and is operativelyconnected by aclutch with a valveactuating eccentric presently referred to.

The explosive charge or mixture is supplied from the mixing-tank to thevalve-chamber f the compression-cylinder, and the communication betweenthis valve-chamber 6 and the feed-chamber 7 is controlled by a valve125, adapted to fitin aseat on the wall or partition 8, that divides thechamber 6 and 7. This valve 125 is carried by a rod or stem 126, whichplays in a guide or guides on the compression-cylinder or frame of theengine, and to said rod 126 is fitted a collar 128, that is held inplace by a clamp 129. Around the valve-stem is fitted a coiled spring130, seated atone end against the collar 128 and at its opposite endagainst a suitable abutment or guide, and this spring serves to hold thevalve to its seat on the wall or partition 8. The valve rod or stem isattached to an cecentric 130,Which is fixed to an engine-shaft, and saideccentric has a laterally-extending hub or sleeve, forming a clutch 131,that engages with the eccentric or cam 123, which drives the oscillatingdisk 88 of the igniter. There is enough lost motion between thevalveeccentric 130 and theigniter-eccentric123, so that the extremethrow of the igniter-eccentric 123 will be at the same point inWhichever direction the engine is revolved.

In the operation of the igniter the eccentricdisk is rocked or vibratedby the described connection with the valve-eccentric on the.

engine-shaft, and under normal conditions the rocking spindle 102 isheld by its spring to a position where the finger 107 is midway betweentwo of the teeth 99 on the circuit terminal wheel 98. When the eccentricor disk 88 is moved in one direction by the positive connections withthe engine-shaft, the pawl 100' engages with a tooth in the feedratchet92 and moves the latter a distance equivalent to the movement of theeccentricdisk 88, the locking-teeth 94E of the ratchet 92 slipping pastthe locking-stems 96 in the bushing. The shaft 95 is turned a partialrevolution in the bushing, and the circuit terminal wheel 98 iscorrespondingly actuated, so as to cause one of its teeth to impingeagainst the finger 107, thus closing the electric circuit and releasingthe spindle 102, which yields to permit the tooth 99 to clear or snappast the terminal 107. The circuit is broken by the tooth 99 on theterminal disk 98 snapping past the terminal finger107, and the electricspark is thus produced for the ignition of the explosive charge. Thereturn stroke or movement of the rocking eccentric is effectedmechanically by the connections with the engine-shaft, and as the tooth99 on the terminal wheel frees itself from the finger 107 of the spindlethe latter is released and its spring 112 returns the spindle 102 to itsnormal position to restore the terminal finger to proper positionbetween two of the teeth 99 on the circuit terminal disk 98.

The general operation of the engine is as follows: Certain proportionsof gas or gasolene are forced by fuel-pumps into the mixingtanks whenthe air is pumped by the airpumps into said tanks, and as the fuel isintimately commingled with the air an explosive mixture is-produced ineach tank. In

starting the engine the shaft is rotated until the air in thecompression cylinders shall have been expelled, and a charge ofexplosive gas or mixture is substituted for the air expelled from saidcylinders. As the piston in one cylinder makes its instroke the gasconfined between the cylinder-head and the piston is compressed, andwhen the piston has reached the limit of its instroke and the explosivemixture or charge is compressed at the highest point the igniter breaksits electric contact and produces a spark, the effect of which is toexplode the charge or mixture and force the piston down. As thisoperation takes place alternately in the compression-cylinders thecrank-shaft is rotated continuously in one direction and operates theair-pumps and the fuel-pumps, the effect of which is to charge themixing-tanks with the explosive mixture of air and fuel, and theflushing-tanks are charged with atmospheric air, the contents of boththe mixing and flushing tanks being under pressure. As soon as thepiston in each compression-cylinder moves far enough to slightly openthe exhaust-port in said cylinder and relieve the pressure in thecompression-cylinder from the explosive charge the automatic valve 49 or51 in the pipe connection between the flushingtank and thecompression-cylinder is raised by accumulated pressure in saidflushingtank and air is forced under pressure from said flushing-tankinto the compression-cylinder, thereby expelling the spent or exhaustedcharge of the explosive mixture through the exhaust-port and into theexhaust-chamber. Immediately thereafter and before the piston hasreached the limit of its outward stroke the gas-valve 125 in the chamber7 is opened by the eccentric on the shaft and a charge of gas underpressure is supplied from the chamber 6 to the chamber 7, and thencethrough the feed-channel 10 into the compression-cylinder, and theadmission of this charge of explosive mixtureexpels the flushing chargeof atmospheric air, thus substitutin g for the flushing charge anexplosive charge of mixed air and gas, which in turn is compressed onthe inward stroke of the piston and is exploded or ignited by the actionof the electric sparker. It will be understood that the gas-admissionvalve 125 is opened when the exhaust-port in the compression-cylinder isslightly opened by the movement of the compression-plunger, and thisgas-valve is held in its open position until the exhaustport is nearlyclosed, at which time the gasvalve is automatically and positivelyclosed by the action of the cam-eccentric 130 on the engine-shaft.

A gas-engine constructed and operated as described has the explosivecharges expelled from the compression-cylinders immediately followingthe movement of the compression pistons to points beyond theexhaust-ports, and thus the entire spent charge of explosive mixture isexpelled before the introduction of a fresh explosive charge. Theemployment of a lubricating-cup on the connection be tween thepiston-rod and the piston-head is advantageous in that the smoothness ofthe working parts is effected to better advantage,

and the supply of lubricant to the cup is readily effected when theengine is at rest. The employment of the adjustable connection betweenthe bell-crank lever and the pump-rod for each fuel-pump enables thestroke of the pump-plunger to be adjusted while the engine is in motion,and thus the quantity of gas or gasolene forced into the charge ofatmospheric air may be regulated as desired. As the shaft 95 of theigniter extends from the valve and feed-chambers, its outer end isreadily accessible for manual manipulation to bring the terminals of thecircuit into contact, thus closing the circuit and producing a spark inthe feedchamber 7 of one compression-cylinder, and this adaptation isadvantageous because it enables the engine to be started by hand, as ahand gas-pu mp may be employed to charge the mixing-tank, whereby theengine can be started without rotating the shaft.

I am aware that changes in the form and proportion of parts and in thedetails of construction may be made by a skilled mechanic withoutdeparting from the spirit or sacrificing the advantages of my invention,and I therefore reserve the right to make such modifications as clearlyfall within the scope of the invention.

Having thus described the invention, what I claim is 1. In a gas-engine,the combination with the compression-cylinders and a shaft, of theairpumps, mixing-tanks operatively connected with said pumps and thecompression-cylinders and having inlets for the admission of fuelthereto, and flushingtanks also connected with the air-pumps andoperatively connected with the compression -cy1inders whereby theflushing-tanks admit flushing charges of atmospheric air to thecompression-cylinders following the opening of the exhaust-ports fromsaid cylinders for the expulsion of the spent or exhausted explosivecharges therein, substantially as described.

2. In a gas-engine, the combination with compression-cylinders and thepistons operating therein, of air-pumps, a mixing-tank having means foradmission of fuel therein and operatively connected with said airpumpsand the compression-cylinders, and flushing-tanks also connected withthe airpumps to be charged with air therefrom in the operation of'thepumps, each flushingtank being connected with a compressioncylinder toadmit a flushing charge thereto on the outstroke of the piston in saidcylinder, all parts being arranged and combined for service,substantially as and for the purposes set forth.

3. In a gas-engine, the combination with a compression-cylinder and itspiston, of an airpump, a mixing-tank having means for admitting fuelthereto and connected with said air-pump to be charged with atmosphericair therefrom on the movement of the piston in one direction, and aflushing-tank also connected with the air-pump to be charged with 4. Ina gas-engine, the combination with compression-cylinders and theirpistons, of air-pumps,a set of flushing and mixing tanks operativelyconnected with each air-pump cylinder to be charged with atmospheric airon the reverse strokes of the piston in the air-pump cylinder, means foradmitting fuel to each mixing-tank, and valved connections between thecompression-cylinders and flushing-tanks on opposite sides of theengine, substantially as described.

5. In a gas-engine, the combination with compression-cylinders, theirpistons and suitable valve mechanisms, of the air-pumps, a mixing-tankto each air-pump and connected therewith by a valved pipe which admitsair to said tank on the stroke of the pump in one direction, a pipeconnection between each mixing-tank and the valve-controlled inlet toone of the compression-cylinders, a flushingtank having a valveconnection with one of the air-pumps to be charged with air therefrom onthe stroke of the pump-piston in the opposite direction from the strokewhich charges air to the mixing-tank, and a pipe connection between eachflushing-tank and a compression-cylind er situated on the opposite sideof the engine'from said flushing-tank, substantially as described.

6. In a gas-engine, the combination With a compression-cylinder and itspiston, of an airpump, a mixing-tank connected with said pump-cylinderto be charged with air on the stroke of the piston in one direction andhaving means for admission of fuel to said tank, a fiushingtank alsoconnected with the airpump to be charged with air on the stroke of thepiston in the opposite direction, and a pipe connection between thecompression-cylinder and the flushing-tank and provided with anautomatic valve which is opened solely by the pressure from saidflushing-tank to admit a fresh charge of atmospheric air from said tankinto the compression-cylinder when the piston therein opens theexhaust-port from said compression-cylinder, substantially as described.

7. In a gas-engine, the combination with the compression-cylinders,their pistons and an engine-shaft, of the valve-controlled chambers oneach compression-cylinder, air-pumps driven from the engine-shaft,mixing-tanks connected with said pumps and having means for admittingfuel thereto as the air is forced from said pumps into the mixing-tanks,the flushing-tanks connected with said pump-cylinders to be charged withair therefrom, and a pipe connection between the flushing-tank on oneside of the engine and a compressioncylinder on the opposite side of theengine, substantially as described.

8. In a gas-engine, the combination with compression-cylinders and theirpistons, of

the air-pumps each having two sets of controlling-valves which aresituated at the respective ends of said cylinder, the flushing andmixing tanks operatively connected to the egress-valves of one of thepump-cylinders, a direct connection from each mixingtank to one of thecompression-cylinders, and a valved pipe connection between theflushing-tank and a compression-cylinder to admit air to the latter onthe outstroke of the pis ton therein, substantially as described.

9. In a gas-engine, the combination with the compression-cylinders,their pistons and an engine-shaft, of the valve-controlled chambers oneach compression-cylinder, the airpumps situated on opposite sides ofthe engine-shaft and driven therefrom, the two sets ofcontrolling-valves to the cylinder of each air-pump, a set of mixing andflushing tanks operatively connected with the egress-valves of the twosets of valves to each air-pump cylinder, means adapted for connectingthe mixing-tanks to the valve-chambers of said compression-cylinders,and valved pipe connections between the flushing-tanks and thefeed-chambers to the compression-cylinders, substantially as described.

10. In a gas-engine, the combination with the compression-cylinders,andthe air-pumps, of the mixing-tanks having valved connections with theair-pump cylinders and also communicating with thecompression-cylinders, the flushing-tanks having valved connections withthe air-pump cylinders and separate valve connections with thecompression-cylinders, and positively-actuated fuelpumps connectedoperatively with the valved connections from the fuel-tanks to theairpump cylinders, whereby the fuel is forced into the currents of airas they pass from the air-pumps to the mixing-tanks, substantially asdescribed.

- 11. In a gas-engine, the combination with the compression-cylinders,an engine-shaft and the pistons in said compression-cylinders, of theair-pumps operated by said engineshaft, the mixing-cylinders connectedwith the compression-cylinders and having valved connections with theair-pump cylinders, and fuel-pumps having positive connections with theen gine-shaft and discharging to the valved connections between themixing-tanks and the air-pump cylinders, substantially as described.

12. In a gas-engine, the combination with a compression-cylinder, anair-pump, a mixing-tank, and an engine-shaft, of the fuelpump havingconnection with the mixingtank, a lever connected with the fuel-pumpplunger, and a pump-rod driven by the engine-shaft and having anadjustable connec tion with the lever of the fuel-pump, substantially asdescribed.

13. In a gas-engine, the combination with an engine-shaft, acompression-cylinder, an air-pump and a mixing-tank connected with saidair-pump, of a fuel-pump connected with the mixing-tank and having asuitable plunger operating in a cylinder which communicates with afuel-passage, a bell-crank lever linked to the fuel-pump plunger andpro- 5 vided with a slotted arm, an adjustable Wristblock fitted to saidslotted arm, an adj listingscrew carried by said lever and connectedwith the Wrist-block for moving the latter toward and from the fulcrumof the lever, and

m a pump-rod driven by the engine-shaft and connected with theadjustable Wrist-block,

substantially as described. v

In testimony that I claim the foregoing as my own I have hereto affixedmy sign ature in the presence of two witnesses.

CHARLES RICHARD ALSOP.

WVitnesses:

FRANK A. GoLEs, HERBERT C. DANFORTH.

